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The article reports on the work-rule changes proposed by the railroad industry to labor unions in the U.S. The proposals include wage slash, extension of the basic day mileage pay from 100 miles to 160, and elimination of featherbedding. Union leaders respond that the number of workers have been declined in spite of the increase in freight traffic. It mentions that the industry will change the work rules even at the cost of strike.

Reports on issues concerning labor disputes at the Western Maryland Railroad. Negotiation of locomotive engineers and firemen with the management concerning a request for a wage increase equal to that granted on all other Class I roads in the United States; Labor Board's ruling on the road's treatment of the striking employees in forcing them to sign a contract under threat of dismissal; Partial list of accidents on the road since the strike began.

Focuses on the announcement made by Attorney-General Harry Daugherty on the railroad strike. Recommendation made by the Coal Commission that the U.S. President be authorized to take over the anthracite mines in case of a strike; View modern industry not a machine, because it is composed of partly incalculable human forces; Opinion that the strike must be broken because of the public's paramount interest in transportation; Report that the setting up quasi-judicial bodies to render decisions on industrial disputes is not, under present conditions, a perfect remedy for all industrial dislocations.

Focuses on the settlement of the railroad shopmen's strikes in the U.S. Role of the Railroad Labor Board in settling the disputes between the railway executives and the unions; Effort of the leaders of industry to wrest from labor organizations the power and influence they earned in the time of business prosperity; Role of the Railroad Labor Board in sponsoring a policy of deflation which could not fail to have pleased the employers; Problem faced by the union leaders, in exposing the weakness of the Railroad Labor Board, in demonstrating the strength of their organizations, and in establishing the position of these organizations as the representatives of the workers in railroad shops.

Focuses on the failure of the U.S. Railroad Labor Board to deal with railroad disputes. Causes of the failure; Statement that arbitrators must have a nice appreciation of shifts in power and in the strategic position of both parties; Description of the method of typical arbitration proceedings; Role of an arbitrator to propose terms of settlement which are agreeable to both workers and employers; Denial of the Railroad Labor Board to accept the actual and practical status of unionism in the railway industry; Disregard of standards of labor relations by the Board; Decisions of the Board against the labor unions; Lack of understanding of the conditions by the Board that make for industrial harmony; Modification of overtime rules; Abrogation of national agreements; Counter threat of outlawing the strikers made by the Board, when it was met with the threat of a strike.

Focuses on the temporary injunction against railway shopmen secured by Attorney general Harry Daugherty. Aim of the injunction to break the strike; Object of the employer's propaganda to induce outside workers to take the places of the strikers; Refusal of the labor union to comply with the decision of the Railway Labor Board in the matter of shopmen's wages; Partial interruption of transportation considered necessary incident of railway strikes.

Focuses on the railroad workers' strike in the U.S. and discusses the steps taken by the government for the settlement of the strike. Information on the three conditions in President Warren G. Harding's proposal; Rejection of the third condition by the rail executives who referred to the resolution of the Labor Board annulling rights of seniority of the men on strike; Recommendation by the President to submit the question of seniority to the Labor Board; Suggestion by the representatives of the four Railroad Brotherhood that the question of seniority be referred to three arbitrators; Consequences of the likely failure of the government to end the strike.

Presents letters to the editor referencing the article titled "Why a Railroad Strike," published in the June 21, 1922 issue. Statement that the recent wage decision of the Labor Board leaves the railroad men with a lower purchasing power; Comparison of the increases of retail food prices and wages of all railway employees; Reference to the physical product of the whole nation in order to determine the workers' share of the total product.

Focuses on a meeting of the U.S. Senate with emphasis on President Warren G. Harding's decisions on railroad workers' strike at the meeting. Information on the Senatorial absentees; Opinion of the President on the legal right of workers to strike; Opposition of the president to the railroad boards; Belief of the President in the moral supremacy of the majority; Observation by the President that the decisions of the Railroad Labor Board must always be right; Introduction of a resolution by Senator William E. Borah on a thing to be done when these strikes are over.

Focuses on the railroad workers' strike concerning their seniority rights in the U.S. Statement that the railroads would lose rather than gain in operating efficiency by abrogation of the strikers' seniority rights; Aim of the seniority rights; Classification of men at work in the railroads; Consideration of the interest of the strikebreakers; Benefit for the new men in railroads benefit in pension rights at the expense of the strikers; Consequences if railroads win.

Focuses on wage problems faced by the railroad industry in the U.S. in the wake of an editorial in the newspaper The World which argues against a proposed strike in the industry. Deploration of the decisions of the Labor Board by the newspaper; Discussion on the views of the newspaper that the wage policies must be regulated by authorities which regulate the other aspects of railroad finance; Opposition of the members of the Railroad Labor Board to striking on the job.

The article reports on the stiffening of the popular sentiment in Canada against strikes where the strike by railway workers for wage increase is closely observed. It also discusses the effect of warning by the Ministry of Labor of prosecution which sent around 700 striking employees of Canadian Tube & Steel Products back to work. It also reports on the close cooperation between U.S. and Canada to stop leakage of steel, zinc and other strategic materials into Canada.

Focuses on the need of structural reorganization of the New York Stock Exchange by means of self-regularization and governmental support. Appreciation for Max Lowenthal's book, "The Investor Pays," analyzing the pretension of the New York Stock Exchange that it is capable of protecting the public interest through self-regulation; Discussion of the conclusions of Lowenthal published in the pamphlet, "The Stock Exchange and Protective Committee Securities," appeared in The Columbia Law Review; Discussion of the action of the Exchange in admitting to its listings the certificates of deposit of seven railroad reorganization committees; Impacts of reorganizations of bankrupt corporations on Exchange's status; Arguments pertaining to the reorganization and empowerment of established protective committees of stockholders and bondholders; Investigation report of these committees regarding Congressional attempts to deal with the problem of railroads and interstate commerce.

The article offers information on the U.S. stock market as of October 1922 with the effects of global and local factors like the general European War, Greco-Turkish war and conflicts in the Near East, the defeat of the Bonus bill in U.S. Congress, and the relatively benign settlement of the coal and rail strikes. The author says that the Eastern crisis has significantly impacted the security and commodity markets and discusses the performance of domestic industries like railroads and steel.

The article offers outlook for the U.S. stock market for 1921. The impact of the railroad strike orders on stock prices is discussed. It notes that railway shares dropped as a result of the strike, but eventual settlement of wage and rate controversies are expected to put them in a stronger position than ever.

The article reports that four unions and railroads involved in the one-day strike will attempt to settle their contract disagreement after the holidays in 1970. The December 10, 1970 walkout participated by the Brotherhood of Railway & Airline Clerks and the United Transportation Union ended before midnight but nothing was settled and new problems emerged. The article mentions that the U.S. Congress may need to legislate the terms of a settlement as the attitudes of those involved hardened.

The article discusses issues regarding the plan of four unions, namely, the Brotherhood of Railway and Airline Clerks (BRAC), the United Transportation Union, the Brotherhood of Maintenance of Way Employees and the Hotel & Restaurant Employees, to strike all the U.S. railroads unless management comes up with more than the basic wage increase. The unions will strike on December 10, 1970 when the final legal delay under the Railway Labor Act comes to an end. BRAC President C. L. Dennis is reportedly under pressure to put up a fight for the group.

The article reports on the achievements of Willie Usery as U.S. Assistant Secretary Labor for Labor-Management Relations. Because of his background as labor organizer and International Association of Machinists negotiator, Usery has negotiated peace between labor and management in cases such as the Long Island Railroad and the Brotherhood of Railway Carmen. Usery is again expected to use his labor-relations experiences in solving the strike deadline set by three major rail unions.

The article reports on the status of the railroad strike in the U.S. It mentions that the strike passes another anniversary in the second week of January 1970. Moreover, it states that the Florida East Coast Railway took advantage of the situation by imposing drastic changes on work procedures and rules to improve its freight service.

The article reports on the ban recommended by Labor Secretary George P. Shultz which prohibits railroad strikes and lockouts in the U.S. It mentions several labor unions which threatened a nationwide lockout including the International Association of Machinists, International Brotherhood of Electrical Workers and Sheet Metal Workers' International Association. It states that the ban is under the Railway Labor Act which expires on December 3, 1969.

The article discusses the plans of rail unions for whipsaw tactics against the railroads in the U.S. if a settlement for a one-year contract with 10% wage increase is not considered. It says that the unions including the International Association of Machinists (IAM), Sheet Metal Workers' International Association, and International Brotherhood of Electrical Workers may stage selective strikes to shut down some railroads. Railroad negotiator John Hiltz warns the unions against using the tactics.

The article reports that labor disputes in the U.S. involving 750,000 workers in four vital industries in April 1967 for U.S. Congress to consider legislation against strikes. It says that the Congress was prepared to move determinedly May to prevent a nationwide railroad strike on May 3. The Congress finds labor news very ominous and legislative sentiment tends toward toughened laws. Meanwhile, the Congress believes that drastic moves can be rationalized due to the Vietnam war.

The article discusses the economic condition in the U.S. Reportedly the country was under stress from rising unemployment and inflation. Moreover, a nationwide rail strike and another impeding strike by steel workers made matters worse. The federal government made a settlement with steel workers which increased steel prices and another settlement with the United Transportation Union saw a pay hike resulting in increased government spending. The government also spent as much as 250 million dollars in a loan to save the ailing company Lockheed Aircraft Corp. However, the article observes that the economic woes unlikely to pressurize the Richards Nixon administration as most people view that he had inherited the economic mess from the earlier government of Democrats.

The article presents information on the nationwide rail strike that lasted a week, in the U.S. Reportedly, Brotherhood of Railroad Signalmen, a union of 13,000 railworkers initiated the the strike over the demand to effect a 55 percent wage increase in 36 months. As stated, signalmen earn an average 3.87 per hour. It states, owing to lack of a transparent rail-labor policy by the U.S. Congress and the administration of the U.S. President, Richard M. Nixon, the strike was effective.

The article reports on the 1970s nationwide strike of railroads' workforce in the U.S. that prevent the normal activities of the government and common man. It mentions about the decay and wastage of fresh fruits and vegetables, milk, and other perishable items where the halting of coal shipments brought concern about mine shutdowns and power failures. The workers are stated to be demanding hike in their wages, presidential emergency board, and an increase in productivity.

Comments on the threatened railway strike in the United States. Struggle between railroad companies and unions; Wage bargaining; Views that the Railroad Labor Board lack the power to enforce its decisions; Analysis of the organization and management of railways; Role of the Railroad Labor Board in stopping the strike.

Explains how the order issued by the U.S. Railroad Labor Board calling a further conference to include the railroad executives could avert the railroad strike. Details of proposals from the board under which the union would withdraw the strike order provided that the railroads agree to reduce railroad rates immediately and to withdraw their demand for a further cut in wages of ten percent; Board's capacity and desire to exercise its functions in the fairest and most effective manner possible.

Explains that the strike of railroad workers in the United States is a protest against the poor quality of industrial relations after the railroads turned to private management. Railroad executives produced dividends at the expense of employees interests; Refusal to adjust operating policy to standards and ideas of organized labor; Aggressive pursuit of an anti-union policy; Steady impairment of railroad employees standards of living and working conditions.

Focuses on the prevention of a national railroad strike in the United States. Willingness of the employees to arbitrate questions of pay and discipline but not the basic work day, which they claim is not arbitrable; Role of the Adamson bill in preventing the railroad strike; Methods of determining the hours of labor; Difference between arbitration and the method under the Adamson bill.

The article reports on the intervention of the U.S. National Mediation Board (NMB) in the negotiations between the U.S. railroad carrier companies and railroad unions. It states the NMB was optimistic about the negotiation as the U.S. railroad unions accepted the carriers offer of five percent increase in the railroad workers wages to avoid the strike. It states the U.S. Congress is planning to make amendments in the U.S. Railway Labor Act and toughen the strike section in transportation.

The article deals with the end of eight railroads strikes in the U.S. in April 1966. It states that the labor dispute involving the jobs of firemen will be continued in federal courts. The author reports that the labor union Brotherhood of Locomotive Firement & Enginemen argued against carriers since they refuse to bargain over demands for a program to train firemen for engineer jobs.

The article discusses various issues in the U.S. railroad industry such as the call of 22 railroad labor organizations to the U.S. government to take over railroads and the strike threat by five non-operating rail unions. It states that Brotherhood of Railroad Trainmen president Charles Luna has been talking on the need to nationalize the railroad industry. Meanwhile, it notes that union officials noted their refusal to go along with appeals for delays on the strike.

The article discusses the works of James J. Reynolds as assistant secretary of the Department of Labor (DOL) in the U.S. Reynolds has played a significant role in labor-management peacemaking efforts and handled toughest situations including the unsettled strikes involving railroad workers and the members of the International Longshoremen's Association (ILA). Information on how Reynolds handled such disputes is also provided.

The article reports on the reasons for the threats of railroad union strikes. Industry negotiators note that strike threats are caused by the jealous rivalries among unions, showing aggressiveness to gain and seen well than others. It says that the Railway Labor Act, which also threatens strike, should amend time limits on carriers and employees dispute. Moreover, finding who between carriers and employees are guilty for stalling negotiations has more argument than the slow bargain of the act.

The article reports on the strike at Florida East Coast Railway (FEC) which started on January 23, 1963. It states that the strike at FEC is the longest in the U.S. railroads history. It reports that the Bryan Simpson, Federal District Judge in Jacksonville, Florida, has ordered FEC to comply with old union contracts with non-operating unions, and restore pre-strike working conditions and wages of the operating union Brotherhood of Railway Trainmen.

The article examines the market performance of several stock groups in the second half of 1963 in the U.S. It discusses the decline in Dow-Jones industrial average to 699 points. Several disturbing questions concerning the stock market in the second half 1963 focus on business growth rate and the emergence of rail strike. Carl M. Loeb, economic consultant at Rhoades & Co. forecast a 41.5 billion U.S. dollars level of capital spending in the fourth quarter of 1963 and 130 on the industrial production index of the U.S. Federal Reserve Board.

The article reports on the optimism of U.S. businesses that the administration of U.S. President John Fitzgerald Kennedy will not allow the July 29, 1963 railroad strike to happen. U.S. companies or businesses dependent on the railroads reportedly made necessary actions to prepare for the strike such as focusing on inventories and having alternative trucking arrangements. United Air Lines and other airlines are planning to handle extra passenger services.

The article reports that U.S. President John F. Kennedy proposes a binding for arbitration to settle the dispute between the Chicago & North Western Railway Co. and its workers. It says that the strike happens when the management decides to lay off unneeded workers and modernize operations to improve its business operations. However, the said strike is expected to induce impact on the condition of the rail industry bargaining. Hence, the proposal was accepted by both parties with conditions.

The article focuses on the demand made by a U.S. Presidential commission for an end to featherbedding in railroading and its recommendation of a determined drive for modernization, regardless of the cost in jobs. In a report to U.S. President John F. Kennedy, the commission called for more in the way of cushioning for displaced workers than the railroads are willing to pay for. The possibility of a strike by the five operating railroad brotherhoods is noted.

The article focuses on a strike called by the operating employees of Missouri Pacific Railroad Co. (Mo-Pac) over the disputes over work-rules. It states that the way Mo-Pac interpreted operating rules for the settlement of 282 union grievances is the main reason for the strike. It discusses the efforts of the U.S. National Mediation Board (NMB) and the Railway Labor Act fact-finding panel in addressing the grievances of brotherhoods.